Truck brake rigging



Nov. 29, 1932. E. LATSHAW 1,889,673

TRUCK BRAKE RIGGrINGr Filed May 2l, 1951 I 4 Sheets-Sheet NOV. 29, E. A-[SHAW TRUCK BRAKE RIGGING Filed May 21, 1931 4 Sheets-Sheet 5 N0v.29,1932. E. LATSHAW magma TRUCK BRAKE RIGGING Filed May 2l, 1931 4 Shee'tsF-Sheet 4 Patented Nov, 29, 1932 UNITED `siiiras Aori-fiI-QczfiiA Erminia LATSHAW, or riiiLAnnLPiiiA, rnnivsYLviiivnl., Assiettes'fro THE Jl e. iin-ILL Y COMPANY,

. VANI-.i

Application filed May 21,

This invention relates to brakeriggings for trucks, and Vmore particularlyto'a'clasp Y type brake rigging.

An important object of the invention is to vprovide in a construction of this character an arrangement such that equalizedbraking equipped with brake rigging constructed in.

accordance with my invention;

Fig. 2 is a plan view;

Fig. 3 is an enlarged side elevation of the slack take-up adjustment employed;

Fig. 4 is a plan view thereof;

Fig. 5 is a side elevation showing a slightly modified rigging; and

Fig. 6 is a plan View of the rigging shown in Fig. 5.

Referring now'mo-re particularly to the,

drawings, the numeral 10 generally indicates a truck frame; 11, the central cross member of this frame; 12, axles; and 13, wheels disposed at opposite ends of the axle 12. In accordancewith my invention I dispose atopposite sides of each'axle, brake beams 14 having brake shoes secured thereto. These beams are supported from the frame 10 thro-ugh vertically extending suspension links 16 each preferably engaging the beams through the shoes 15. end of each beam is a vertically disposed lever 17 which is pivotally connected to the as-v sociated Vbeam at a point adjacent its lower end and indicated at 18. The lower' ends of levers 17 which are associated with brake beams at opposite sides of the same axle and are dispo-sed at the same side of the frame are connected to one anotherby links 19 or rniininniiriira, PENNSYLVANIA,

. of the truck arecaused to associated Associated with each f .'accordingly,

iii, ecaroiiiirion or PENNSYL- TRUCK BRAKE Risali-tsj i931.. serali Mutsaers.

which are preferably'adjustable to length. l

Glie'fleverofeach pair is anchored to the l Y' frame vat -its tending link ends ofthe remaining levers of pairs at the vupper end by4 horizontally-exmechanism ,20 while the upper same side of the frame arejconnecte'd to-one another through an equalizerv link'21-and drag links 22 and 23. rhe equalizer` bar 21 is connected at *itsV centerto a transverselydirected brake lbar 24'adjacent one end 'of this bar through a link 25. The ends of the bar24 preferably operate inguides'26 carried by the frame 10. Bar 24 may be oper- .ated through theusual brake cylinder or manual brakeapplying mechanism.

" v It .will be obvious that uponfniovenientof vvthebar 24 in the'direction vofthe arrow A l kof Fig. 2,-two ofthe levers 17 at each'side approach the asso- -ciated wheels bydirect pull exerted through eo' i esv links 22 Vand 23'.` The ,brake shoesllfofthe associated beamh14 cominginto engagement with the@ wheels check movement -ofj these wheels y,therebyv causingthe levers actuated bythe links remainingjlevers ofthe pairs throughthe links'19, bringing the brakes at the opposite side of the wheel into vengagement with the wheel.l The pull exerted by the brakes at uniform and it will alsofben obvious that through the equalizer link-` 21 the pressure 22, 23V tol exert ka pull upon fthe i' opposite sidesof each wheel will be exerted in clasping the lbrakes ofwheels at the same sideof the truck will beV equalized. Since the pull connectedvvith bar '24 is connected theretoat its center through a pivot, vthe bar' 24 vwill act as an `equalizer mechanism equalizing thebrake pressure at opposite sides' of the truck. It will be noted that all strain-transmitting connections are made at the inner sides ofl lthe' wheels 13 Vso located lthat they interfere vwith repairing -aXle' like. :In this type of construction a'frame 10 manipulation ofv the `wheel in andv are, will not boxes, renewing bars, or the :'95

preferably'extends outwardlyl ofthe lwheels at the sidesof the truck, thus enabling mounting of the suspension links 16m direct align'- ment,V withl 'the wheels from i the 10`-a f ofthe truck yframe and from .wings end memberI 2k .u Y i i 1,889,672

v center of the truck, as in the construction for# merly described, is mounted adjacent one end of the truck; urthermore,lthe type of adjustment employed in links 19-a differs from v thatillustrated in Figs. 1, 2 and 3.

pair being ulcrumedto the truck frame, a

opposite sides of each Wheel, a vertical lever located adjacent to and ulcrumed intermediate its ends to each shoe, a rod connecting the lower ends of levers of each Wheel set, the upper end of one lever of each Wheel set being ulcrumed to the ltruck frame,` a floating v equalizer associated with the upper. ends of theremaining levers at each side of the truck, said remaining levers at each side of the truck being directly connected to the extremities of said floating equalizer.

ELMER LATSHAW.

The preferred type of'link adjustment for l linkv 19 which is illustrated in Figs. 1, 2, 3 and 4 is produced by slotting lone end of the link as. indicated at 27` at a point slightly spaced from such end. A U-shaped yoke 28 V- is provided, the bight of whichy has an opening for the passage of the threaded endV 29 of the link adjacent this slotted portion and the ends of the arms of this yoke have openings for the passage of a pin 30 which passes through the slot 27 of the link and through eyes formed in the ends of arms 31 produced by biiurcating the lower end of the lever 17 engaging this end of the link. `Surrounding the threaded end 29 of the link is a nut 32 having a cylindrical extension 33 rotatably engaging in the opening in the bight of yoke 28 and Yprojecting entirely throughthis openy f y i ing. The projecting portion is grooved as at 34 for the reception of a keeper `or Vclip 35 Whichis pinned to the'yoke and thus serves as a means Jfor preventingWithdraWal of nut 32. Adjustments of the yoke obtained by operajtion of nut 32 may be maintainedbythe usual lock nut. Y

,"Sincethe constructiondescribed is obvi-` ously capable ofy a considerable range of change and modification Without in any manner departing from the spirit of my invention, I do not Wish to beunderstood as limiting myself` claimed. y

I'claim: l

1. In a car truck clasp brake rigging consisting of brake shoes mounted on each side Vof each wheel, paired vertical levers at each Wheel to apply such brake shoes to the Wheel, correspondingly positioned levers of each single iioating 'equalizer associa-ted With the remaining levers of said pairs Which are dis.-

posed at the same side of thetruck, said other levers being directly connected to said loatthereto except as hereinafter I' 1.05l Y ing equalizer and an equalizer beam extend- Y v ing transversely of the truck for shiftingsaid .Y

floating equalizers. v Y

2. In a car truck clasp brake rigging consisting ofra pair Yolf brake shoes disposed at i Ain 

